Carburetor



. A. MOORE CARBURETR March 22, 1932.

Filedl July 5o, 1928 2 Sheets-.Sheet l Mfg-raw coef ATTORNEY.;

9%@ 225@ www March 22, 1932. -A. MQORE 1,850,307

CARBURETOR- Filed July 30, 1928 2 Sheets-Sheet 2 ATTORNEYJ` Patented z2,1932 VcalunnsurronD Appncguoa mea my ao, 192s. serial no. 296,216.

My invention relates to fuel metering and supplying apparatus forinternal combustion engines,

Y *l gines subject to wide momentary variations in f6 power and. speed;and

object more efficient and the fuel in take pressure on the oraircontrolling fuel to the intake in accordance with the en- 4 ginerequirements.

Another object of said invention is to rovide an apparatus of thecharacter spec1iied in which a single fuel jet. is relied on at'allengine loads and speeds,

Further, said invention has for its object to provide an apparatus ofthe character specified in which a drop in pressure below atmospheric isconstantly maintained about the mouth of the fuel jet to effect Athedelivery of fuel from a constant level fuel chamber in its usualposition relative to said jet throughout the operating range of theengine, while controlling'the fuel jet orifice in synchronism with thevariations in intake pressure within the intake conduit above thethrottle,

whereby to balance saiddrop in pressure;

about the fuel jetpand the to roperl meter the fuel.

y(gther o jects will in part be obvious, and in part be pointed outhereafter.

To the attainment of the aforesaid objects opening thereof and ends myinvention consists in the novel' combinations and arrangement of partshereinafter more fully described, and then .pointed out in the clalms.

In the accompanying drawings:

and particularly transportation enmeans, and delivers said includingidling, for i' supplying the requisitev fuel without reliance Figure 1is a,sectional elevation of one form of device constructed according toand embodying my said invention; and Y 1g. a modification.

g my inventionI lof variable crossapproximately maximum power, andcapable of being controlled to decrease the extent of opening thereof atpart throttle positions for supplying fuel to the air stream byinduction in proportions to approximately maximum economy. g I Theextent of opening of the fuel passage is varied throughout the'operatu`range of the engine for supplying by the inductive effects ofthevengine the requisite fuel to the engine in quantities metered inaccordance with the requirements of the-engine at different speeds andloads. l v

In the apparatus of my invention, the opening of the fuel orifice isadjusted in accordance with the requirements to effect a balance betweensize of fuel opening and the reduction in pressure about the fueljet-due to the inductive effects of the engine, so that thecharacteristics of the jet by orifice oarea variatlon. Y

Referring to the drawings, the fuel jet or nozzle 10 disposed withinthe' intake conduit 12 communicates through the assa'ge with the fuelreceptacle or float el: 16,'the latter in which the trolled by the usualfloat 18.' Y

e conduit 12 is formed in part in two castings 12* and 12" securedtogether bysujtbeing of the constant level type valve actuated by the 1sa view similar to Fig. 1 showing amber supply-cof -fuel thereto is con-"4engine while mamtaining the fuel metering able fastening means. Theoatchamber 16 in the casting 12EL is preferably annular in form to providea space 16a therein registering with a space 16b in the casting 12b toform a bellows receiving chamber 20, the lower edge portions of theupper casting l2b serving to close the float chamber 16.

The nozzle 10 consists of a lower tubular portion l()a secured within abore 1()b in the lower casting 12a, andcommunicating with the passage14, and of a tip portion 10c havi'ng a relatively constricted passage1()d therethrough. The lower end 21 of the passage 10d is located belowthe fuel level within the chamber 16, and the outer end 22 thereof islocated above said fuel level, the end of the nozzle 10 extending intothe Venturi passage 24 of the member 24a.

rlhe air admitted-to the Lintake conduit 12 through the horizontalopening 26 in the casting 12a is preferably controlled by the throttlevalve 28 located below the nozzle 10, and by the throttle valve 3()located above or beyond said nozzle, providing above the throttle 30 aregion of maximum reduction of pressure, and between said valves aregion wherein fuel nozzle 10 is located having a pressure of a valueintermediate between that of the atmospheric pressure below valve 28 andthe pressure above valve 30, the valve 28 serving as a gate formaintaining a reduction of pressure aboutthe fuel nozzle 10.

The valves 28 and 30 are preferably connected by the link 32 to work inunison, and are preferably manually operated by a link 34extending to apoint convenient for actuation. The size of the passage 12 at the point36 where the valve 30 is less than that of the passage at the point 38where the valve 28 is located. When the throttle 30 is slightly crackedthe throttle 28 will open to a slightly greater extent so that areduction of'pressure can be maintained about the jet 1() at the idlingperiod for effecting the lifting of the fuel from its level in thechamber 16 to the tip 22 of the nozzle, without causing excessive-reduction in pressure about the jet 10 'and thereby preventing undueenrichment of the charge mixture. As the throttle 30 opens, the throttle28 likewise opens until under maximum power conditions both throttlesare open to the maximum eX- tent. The velocity of the air through theVenturi passage 24 as the throttle opens becomes effective inmaintaining reduction of pressure about the fuel nozzle 10 for liftingfuel. By this arrangement upon acceleration of the engine the fuelnozzle 1() is subjected to a greater reduction in pressure than in the4case of the usual carburetor, and air velocity upon acceleration issomewhat retarded by the two valves 28 and/30 so that fuelimpoverishment. orlag is reduced, and stumbling of the engine uponaccelerationr largely prevented. Further, in view of the located. isslightly I `initially relatively larger reduction inpressure acting y onthe'fuel jet compared'to that acting on the ordinary carburetor fueljet, upon acceleration, the inertia of the fuel,.or

the tendency thereof to travel at its velocity prior to acceleration,tends to effect the delivery thereof to the air stream without lagging,even though upon acceleration the fuel orifice is increased in size andmore fuel is delivered. j

rlhe extent-of opening of nozzle l0;is regulated by a modulating valvepin 40, and provision is made for voperating said pin 40 in response tovariations in the pressure difference between the engine intake pressureand the pressure of the amtosphere.

In the form shown, the interior of a pressure responsive member, such asthe bellows or expansible-contractible element 42 dis.- poscd within thechamber 20 communicates through the inclined drainage channel 44 withthe passage l2 leading to the intake manifold, and the bellows 42operates a lever 46 by `means of stem 48; and lever 46, pivoted at 50 tothe adjustable arm 52, actuates the fuel modulating pin 40. Pivotalconnections are preferably made by slots 54, 56, in lever 46 tofacilitate adjustments.

-Contracting movement of bellows 42 responsive to pressure reduction inpassage 12 moves valve 40 toward its closing position. Such movement isopposed by the adjustable tension spring 58 encirclingstem 48 andinterposed between the base 6() closing the lower end of the chamber 20and the adjustable screw collar 62 on stem 48. The bellows chamber 2Ohas an opening 64 in its wall for admitting air to the interior thereof.Stem 48 is guided and bellows 42 kept straight by a guide bushing 66adjustably threaded in an opening in the base portion 60, andconstituting an adjustable stop for limiting the expanding movement ofthe bellows 42 and retaining the same under initial tension.

As the pressure in bellows 42 rises, the bellows (shown contracted atFig. 1) expands, and valve 40 further opens by this movement, which isassisted by the spring 58. y The contracting movement of the bellows islimited by the adjustable stop 68 threaded at 70 into the casting 12"Land locked in position by a nut 72. As the bellows contracts, the lever46 engages stop 68. The leverage of the member 46 is controlled byadjustment if 78. Then the serew is between the minimum madam'n cludes amember or clevis 80 threaded on vthe end of the stem 48 and carrying apivot pin 82 riding in the slot 56. When the pivot pin' 82 and lever46are disconnected from the member 80, the latter may be adjusted throughone or more 180 turns and the parts reconnected thereto. The angularityofthe lever 46 isthus adjusted which controls the extent of movementmovement of the bellows.

Thevalve-4O has a cylindrical base portion 82 sliding within the securedwithin the bore 10.in the casting 12' of the device, a relativelyconstricted intermediate portion 86 disposed within the tubular portion10l viding therewith an annular 'space 87 for the passage of the fuel,and a calibrated ta red end portion 88 extending into the cylin ricalorifice or opening 2l of the fuel jet 10, and adapted to vary the sizeof the opening 21 andmaximum limits by axial movement for the purposeabove described. I v

The tapered end portion 88 of the modulating valve 40 working in theopening 21 pro vides an annular orifice at y21 of variable cross-sectionlocated below the level of the fuel in the constant level chamber. Theconstricted character of the s'aid annular orifice upon passage of fueltherethrough tends toy disintegrate the fuel, while the portion 22 ofthe passage beyond the same is preferably made of relatively greatercross-sectional area, even greater than the area of the fuel jet orificeof the ordinary carburetor, to facilitate the passage .of the fueltherethrough in a finely divided state and its deliver air stream dulymetered without su jecting the same to frictional resistance orcapillary `effects resulting from constriction of the portion of thefuel jet above the fuel level as 1s the ordinary practice. Hence, bymaking the portion of the fuel jet below the fuel level the mostconstricted portion thereof and capable of `variation,the reduction ofpressure maintained aboutthe fuel jet by the lower throttle and theVenturi means -is rendered moreefl'ective for lifting the fuel throughthe distance required, and upon acceleration for preventing lagging airstream. Further, rest it is not necessary to completely close the fuelorifice passage because the tip of the nozzle 10 is above the fuel levelin the float chamber. n

The valve .40 is actuated in'substan'tially ex act synchronismwith thevariations inthe intake pressure above the throttle 30. The value of theintake pressure above approaches the atmospheric pressure as thethrottle opens, throttle opening. Hence the value 'of the intakepressure or of the intake depression (the.

of the pin 40 for a given bushing or bearing 84.-

of the, fuel nozzle .and pro-l 'shown' at Fig. 1,

to the of the fuel relative to the be when the engine'isat f thethrottle and varies directly with the differential between the intakepressure and atmospheric pressure) varies with the load imposed on theengine, and lalso to a lesser extent with the speed, the throttle beinglifting the fuel to the tip of In Fig. 2 I have illustrated amodification in which the fuel nozzle 10 is subjected to full intakedepression above the throttle 28* actuated manuall in the usual mannerand controlling the a mission yof air, the throttle above the fuel jet,suchas the throttle 30 at Fig. 1, being dis ensed with. In this latterform, because o the greater intake depression, or greater reduction ofpressure about the nozzle 10, the' taper 88 of the pin 40* liscalibrated to form a relatively smallerfuel at idling than in the formor, if so desired, the member may bel adjusted to vary the movement ofthe pin 40 to obtain sueh smaller fuel orifice at idling. In such eventthe taper of the pin can be the same as that shown at Fig. l. As thethrottle28a discharge orifice opens to admit more air to satisfy theload requirements, the l intake depression ,decreases and the extent ofopening ofthe fuel nozzle increases. The increased air velocity throughthe Venturi passage 24. as the throttle 28a o ens compensates for thereduction in inta e depression and produces suflicientred-uction ofpressure about the fuel nozzle 10 to cause the elevation of fuel fromthe float chamber 16 through the slight distance to the tip of thenozzle 10. In this form of the invention,

which in other respects is like the form shown at Fig. 1, the singlefuel nozzle, without` the use of idling or compensating jets forsuppleinenting the same, effectively delivers fuel duly metered to theair stream in synchronism with variations in intake depressionthroughout the operating range of the engine. Y

The quantit of fuel 'required for a given engine throng out theVoperating range may readily ascertained, and the inclination of thetapered portion 88 designed accordingly to vary the opening 21 to supplythe requisite fuel as the bellows moves between its limits.

With my invention the'ordinary choke operated from the dash is omitted.In starting the two throttles shown at Fig. 1, or the single throttleshown at Fig. 2, are opened to an extent as not to spoil moderateVchoking effect. The modulating pin is wide open when the engine is atrest; When the engine is turned over a relatively rich mixture is drawninto lthe cylinders. As the engine speeds up, upon ignition th reof, themodulating pin automatically moves towards orifice restricting position,due to the resulting increase of intake depression.

Among the features of advantage obtained 5 are simplicity ofconstruction, enabling expensive and troublesome idling and compensatingjets and the like to be dispensed with and yet metering the fuelaccurately for all requirements by means of the modulating pin operatedby pressure differential and in substantially inverse relation thereto;there is no appreciable loading up of fuel on the intake passage wallsat periods of engine deceleration; and the fuel is self-regulating atall loads and speeds, and efficiently delivered into the air stream. Forexample, the fuel nozzle can be of opening area adapted, when suchentire area is in use, for full load operationat low engine speed, andas the engine speeds up, for example, in accelerating, the excess supplyof fuel which would result from increased air velocity past a. jet offixed opening is avoided by intake depression being increased byincreased piston speed, causing the fuel inlet opening to be reduced bymovement of the modulating valve adapted to produce this effect. Thefuel jet discharges at low engine loads into a region of relativelylow-pressure, the reduction of pressure, however, being greater in theform shown at Fig.` 2 than in that shown at Fig. l. This reduction ofpressure together with the relatively eonstricted annular orificethrough which the fuel passes into the enlarged tip portion aidsmaterially in securing a thorough atomizing of the fuel including theheavier ends thereof, and the delivery thereof to the air stream intohomogeneous admixture therewith.

I claim: 1. In a fuel supplying and meteringy apparatus for internalcombustion engines, an air conduit, means for controlling the air supplythrough said conduit, a fuel jet in said conduit subject to the pressurereduction thereinbeyond said air controlling means, a constant level'fuel chambercommunicating with said fuelljet and having a fuel levelbelow the discharge end of said jet, and a valve movable axially withinsaid fuel jet, and lforming` a relatively constricted an nularv orificeof variable cross-section at a oint below the level of the fuel in saidchamlier; the portion of said fuel jet beyond said annular orifice beingof relatively enlarged cross section to permit of the free passage offuel in a finely divided state therethrough 'from' said annular orificeinto the air stream,

and means responsive to variations in pressure reduction in said conduitresulting from movement of said air controlling means for actuating saidvalve to vary said annular orilice in inverse relation to the variationsin pressure reduction.

2. In a fuel supplying and metering ap`- '65 paratus for internalcombustion engines, air

inlet means, means for restricting the extent of opening of the airinlet means, aventuri beyond said air inlet restricting means andtraversed by the air stream passing the restricting means, fuelsupplying means terminating in said venturi between the air inletrestricting means and the engine cylinders, a constant level fuelchamber communicating with said fuel supplying means and having the fuellevel thereof below the discharge end of said fuel supplying means, ametering oritice in` said fuel supplying means below the fuel level, acalibrated modulating pin for controlling the extent of opening of themetering orifice of said fuel supplying means, and a pressure responsivedevice having a passage independent of the fuel supply passages fortransmitting the variations in intake pressure above said air inletrestricting means and resulting from the movement thereof for actuatingsaidA modulating pin and controlling the sameto effect a balance betweenthe extent of opening means and the reduction of pressure about thedischarge end thereof, whereby to meter the fuel in accordance with theengine requirements.

Y 3. In a fuel supplying and metering apparatus for internal combustionengines, an air conduit, a fuel 'jet therein, air controlling throttlesin said conduit at opposite sides of said fuel jet interconnected forjoint operation, and the lower thereof serving to maintain a reductionof pressure about said fuel jet for elevating fuel, and means responsiveto the variations in the differential between the atmospheric pressureand the pressure in said conduit above the upper throttle forcontrolling the extent of opening of said fuel 'et in inverse relationto the variations in pressure differential resulting from throttlemovement. J l

4:. In a fuel supplying and metering apparatus for internal combustionengines, an air condiut, a fuel jet therein, air controlling throttlesin said conduit below and above said fuel jet interconnected for jointoperation; the lower of saidthrottles providing a relatively greateropening in said conduit than the upper of said throttles for a givenmovement of said upper throttle and serving to maintain a reduction ofpressure about said fuel jet for elevating the fuel, and meansforvarying the passage of fuel through said jet in substantially inverserelation to the variations in intake depression substantially over therange thereof.

5. In a fuel supplying and metering apparatus for internal combustionengines, an air conduit, a fuel jet therein, air controlling throttlesin said conduit below and above said fuel jet interconnected for jointoperation; the lower of said throttles providing a relatively greateropening in said conduit than the upper of said throttles for a given ofthe fuel supplying and movement of said upper throttle and serving tomaintain a reduction of ressure about said fuel jet forelevating the`responsive to the variations in the differential etween the atmosphericpressure and the pressure in said conduit above said upper throttle forcontrolling the extent of opening of said fuel jet.

6. In a fuelA supplying and metering apparatus for internal combustionengines,-an air conduit, a fuel jet therein, a constant level fuelchamber for s'aid fuel jet, air controlling throttles 'in said conduitat opposite sides of said fuel jet, and the lower thereof serving tomaintain a reduction of pressure about said fuel jet, means foractuating said throttles in unison, means associated with said fuel jetfor maintaining a reduction of pressure about the same as said throttlesopen wider, and means responsive to the variations in the differentialbetween atmospheric pressure andA the intake pressure above the upper ofsaid throttles for controlling the extent of opening of said fuel jet ininverse relation to the variations in 'pressure differential resultingfrom throttle movement.

7. In a fuel supplying and metering apparatus for internal combustionengines, air inlet means, a fuel jet-therein, valves in said means belowand above said jet for restricting the extent of opening Aof the airinlet means maintaining a reduction of pressure about said fuel jet,means for actuating said valves in unison,`a constant level fuel chambercommunicating'with said fuel jet, and

having the fuel level thereof below the discharge end of said fuel jet,a modulating pin for controlling the extent of opening of said areduction of fuel jet, and a pressure responsive device subject to thevariations in the difference between the atmospheric pressure and theintake pressure above the upper of said re.- stricting valves foractuating said modulating pin and controllingthe same to eifect abalance between the extent 0f Opening of saidfuel jet and the reductionof-pressure about the discharge end thereof, whereby to meter the fuelin accordance with the engine requirements. A

z8. In a fuel supplying and metering ap paratus forinternal combustionengines, an air conduit.- a venturi therein, a fuel jet havingthedischarge end thereof in said venturi, means below said iet-forcontrolling the air sup-ply through said conduit and maintainingpressure about the discharge end of said jet, a constant levelfuelchamber Ifor supplying fuel to'said jet having a fuel level belowthe discharge end of said jet, a member movable axially within said jetand forming therein a constricted orifice of variable cros's-sectionbelow said fu l level; said j et having relatively enlarged dlscharge'p0rtionbeyond said orifice for the free passage of fuel in a finelydivided state, and means el, and means l mospheric air responsive 'tovariations inthe di'erence between the atmospheric pressure and theintake pressure for actuating said member to vary the extent of openingof said annular orifice in substantially inverse relation to the lastnamed variations in difference of pressure.

9. In a fuel supplying and metering apparatus for 'internal combustionengines, a plurality of parts forming an air conduit; one of said partshaving an annular fuel chamber therein, and the other of said partshaving an'opening therein registering with the central 'opening in saidannular fuel chamber; a fuel jet carried by one of said parts andextending into said air. conduit, and a pressure responsive device forcontrolling said fuel jet disposed Within the vchamber formed by saidregistering openings.

10. In a fuel supplying and metering apparatus for internal combustionengines, an air conduit, a venturi therein, 'a fuel nozzle having thedischarge end thereof disposed in said venturi at the restrictionthereof, and having a meterin for said el nozzle haying a fuel level inproximity to said discharge' end and submerging said metering orifice,means at the atside of said venturi for controlling the air flow throughsaid venturi and .orifice,a constant' level chamber said condult, andmaintaining a 4reduction of pressure about thedischarge end of the elnozzle, intake pressurereduction and flow through thfe venturi4 varyingrelatively inversely to maintain -a flow of fuel from said constantlevel chamber into Said conduit, and means for'controlling the fuel iowthrough said metering orifice in' inverse `relation to the variations inintake depression to counteract the inductive effects of the intakedepression as the same approaches the greater values thereof. 11. In afuel supplying and metering aplos paratus for internal combustionengines, an

air conduit, means for controlling the air supply through saidconduit, afuel passage terminating in said conduit beyond the va1r controllingmeans for subjecting the fuel to the vpressure reduction therein, aconstant level fuel' chamber communicating with said fuel passage andhaving a fuel level below the discharge end of the fuel passage, a valvemovable within said fuel passage and forming a relatively constrictedorifice of variable cross-section at a point below the level of the fuelin said chamber, the portion of said fuel passage beyond said orificebeing of relatively enlarged cross-section to allow free passage of fuelin a finely divided state therethrough from said orifice into the airstream, and means for actuating said valve to vary said orifice ininverse relation .to the variations inpressure reduction.

12. In a fuel supplying. and metermgapparatus for internal combustionengines, an

4 throttles open wider` air conduit, a fuel jet therein, air controllingthrottlesl in said conduit at opposite sides of said fuel jet, and thelower thereof serving .to maintain a reduction of pressure about saidfuel jet, means for actuating said throttles in unison, and meansresponsive to the variations in the differential between atmosphericpressure and the intake pressure above the upper of .said throttles forvarying the passage of fuel through said fuel jet in inverse relation tothe dierential variations substantially throughout the range thereof.

13. In a fuel supplying and metering apparatus for internal combustionengines, an air conduit, a fuel jet therein. a constant level fuelchamber for said fuel jet having a fuel level in proximity to thedischarge end of said fuel `jet, air controlling throttles in saidconduit at opposite sides of said fuel jet, and the lower thereofserving to maintain a reduction of pressure about said fuel jet ofreduced value compared to the pressure reduction above the upperthrottle, means for actuating said throttles in unison, a venturireceiving said fuel jet for maintaining a re- A duction of pressureabout the same as sai and means responsive to the variations in thedifferential between atmospheric pressure and the intake pressure abovethe upper of said throttles for varying the passage of fuel through saidjet in inverse relation to the differential variations substantiallyover the range thereof.

passage of fuel in a finely 14.' In a fuel supplying and meteringapparatus for internal combustion engines, an air conduit, a venturitherein, ing the discharge end thereof ling the airsupplythrough saidconduit and maintaining a lesser reduction of pressure about thedischarge end of said iet than that above the upper throttle, a constantlevel fuel chamber for supplying a fuel level below thedischarge end ofsaid jet, a member movable axially within said jet and forming therein aconstricted orifice of variable cross-'section said `iet having arelatively enlarged discharge portion beyond said orifice for the freedivided state, and me ans responsive to the variations in pressurereduction above the upper throttle for actuating said member to vary theextent of opening' of said orifice in substantially 4inverse relation tosaid variations in pressure reduction. In testimony whereof I havesigned my name hereto.

, ARLINGTON yMOORE a fuel jet havin said venturi,

throttles above and below said iet for controlfuel to said jet having ibelow said fuel level,l

mmcm or connection;

" Parent No. 1,850,307; Granted March zz, 1932, w

ARLINGTON noone'. 7

It is hereby' certified that error appears in the printedspecification'of the above numbered patent requiring correction asfollows: Page 5, line 69, claim 8, lstrike out the word "annular"; andthat the said Letters Patent should-be read with this correction thereinthat the same may conform to the record of the case in the PatentOffice.

' Signed and sealed this 26th day of April, A. D. 1932.

- f J. Moore, (Seal) AActing Connnssioner of Patents.

